Hydroplane



June 24, 1947.

.1.6. BAMBRGER HYDROPLANE 2 Sheets-Sheet l Filed Aug. 2, 1943 INVENTOR.

/ywz( HTY'UENE'YS.

June 24, 1947. J. G. BAMBERGER HYDROPLArm Fi'ied Aug.v2, 1943 2 Sheets-Sheet 2 IN VEN TOR. M4.,

Patented June 24, 1947 UNITED STATES PATENT OFFICE g p f 2,422,818 i, y

HYDROPLANE Julien G. Bamberger, Milwaukee, Wis. j Application August 2, 1943, Serial N o.' 497,001

Claims. (C1. 114-665) This invention relates to improvements in boats.

The conventional boat has ahull formed with a bottom which ,is V-shaped or convex in crosssection, and is usually provided with a single center keel. In addition, the conventional boat has a bowwhich converges in plan view, These boats present considerable resistance to the water, particularly in the front, and lack maximum stability. Furthermore, suchboats are not suitable for usewith an air propeller as there is too much friction Vfrom Water contact to permit high speed operation with a minimum of power, and such boats are inclined to dive when driven at high speed by an air propeller positioned in the stern.

It is one of the objects of the present invention to provide a boat having animproved hull construction which alords increased stability, a decrease of water contact and a decrease of frontal water resistance, the said boat being particularly adapted for use with an air propeller drive to renderthis type of drive successful and practical.

The construction is well suited for use on landing barges, as it is possible to propel the boat close to shore and to ultimately beach the same without difficulty.

A more speciiic object of the invention is to provide a boat whose bottom is formed with spaced substantially parallel keels extending substantially the full length of the hull, the bottom of the hull being concave in transverse section between said keels. With this construction, when the boat is being operated, there is a violent spraying action in a transverse direction and at an angle to the concave from the inner side of each keel. Thus a major portion of the length of the boat rides in a relatively high position on bubbles, spray, and air, and on the partially submerged spaced apart keels. In addition, the boat is automatically leveled during operation, shocks are cushioned, and the buoyancy of the hull is increased so that a maximum load may be safely carried. Y

A further object of the invention is to provide a boat as above described, wherein the bottom of the hull outwardly of each keel and for substantially the full length of the boat tapers upwardly and outwardly at such an angle that spraying action in an outward direction from each keel is minimized, and such outward spraying action as there may be serves to maintain the boat in stable condition. In addition the tapered sides serve to keep theinterior of the boat dry.

A still further object of the invention is to provide a boat as above described, wherein each ta- ISISI pered side portion is confined between a longitudinally laterally projecting side chine and between one of the keels, the said chine extending substantiallyparallel to the keel for substantially the length of the boat. Thus, a longitudinally extendingv area, which isthe equivalent of a concave in` cross-section, is formed on each side of the hull in addition to the previously mentioned center concave. f w ,1

Other objectsfof the invention are to provide a boat which is capable of high speed operation when driven by an air propeller and which is so `constructed as to reduce the power required for a given speed; to :provide aboat which will not dive when driven.` by an air propeller positioned vinthe sternyto'provide a boat which rides relathe same reference numerals designate the same parts in all of the views:

Fig.'1 is a bottom view of the improved boat; Fig. 2 is a side elevational View thereof, the dot- 'and-dash line indicating the Water level when the tional modification.

Referring more particularly to the drawings the vnumeral I0 designates flared side portions of the boat which extendlongitudinally fromthe front to the rear and which are closed at the rear by tions I!)` are longitudinally extendingareas ll.

Joining the lower edges of the areas Il is a bottom hull portion l2| which is concave in cross-sectionl as illustratedin Fig. 3. "This concavity I2 Q) preferably extends from the bow to the stern as illustrated in Figs. 1, 4 and 5.

The side longitudinal edges of the concave area I2 are bounded by keels I3. These keels extend from the bow to the stern as shown in Fig. 1 and are substantially parallel throughout their length. At the sides of the hull are longitudinally extending chines I4 which project laterally approximately the same distance as the keelsl I3 project downwardly. As indicated by the' dbtLand-dash' line A in Fig. 3 the tapered area II which is bounded by a keel I3 on one longitudinal edgel and by a chine I4 on the other longitudinal edge forms in effect a transverse eoncavity on side of the center concave I2. If desired, as shown in Fig. 6, the portions II may be transversely curved to produce a still more deliniter concat/ity" on each side.

The bottom of the hull may be reinforced by a plurality of longitudinally spaced transverse members I 5 andthe upperedgesof these members may inN turn supportr a suitable flooring I6`..

As illustrated Fig. 7, the center concavity I2 of the form of Fig'. 3 may be produced by' a combination of straight sections ILT, I8 and-|29. Sections-If? and Ilmay' be angularly disposed so that the net result isY the equivalent of a concave: crossse'ctio'rr.

Mounted on a suitable upright supper-tv in thefstern of the boat is a suitable motor ZId'riving an ailr propellerl 22T. While. an' air'rudder may 'be util-'ized'if desired',v itis, nevertheless,` preferred te utilize an underwateri'rudder 23 (see Figs.. 2 and 5f). Thisl rudder may be-pivotecl for swinging movement on a horizontal pin;y 2.4"from they full line' plisiti'on of Fig.Y 2 to the: dot-and-dash line positioni therein. 'IP-hns,v it the. rudder shouldl hit ani under-Lwater. obstructionwhile'r being' moved through shallow water, the rudder can: pivot' up'- wardly.

During use of.' the boatzwhil'e it is being driven by the air propeller 22, the boat will start out witht the water'y line B in. substantially the position side of the bow the hull isY1 curvedr upwardly as at 2S (Fig. 2'); As the speed of the boat increases, water' which, without the center concavewould be" sprayed outwardly, is' sprayed inwardly from the keels I3 as indicated by the arrows C- in. Fig 3.

This water. is sprayed. inwardly along a linewhich v` approximately bisects the angles D between the water surface at the point of` contact' and the bottom surface of the boat. This spraying action tends to mix with air between the keels I3`- and in the space E above the water line as indicated inV Fig. 3.. This air produces bubbles and, the' air, bubbles, and s-pray'cushiorr the shoclr, level. the ride,V and exert a liftingY forceon. thebottom of the hull when the boat is moving, which lifting forcei-s increased with theincrease in speed. As thel speed of the boat increases;y the' boatrides liigher in .the water sof thaty air. space Eis present almost throughout the length-ofl theboat. The stern, of. cou-rse, isusual-ly submerged toasomewhat greater extents than the rest of the boat, but as-'the speedv increases and the boat travels along,the=V sprayaction, in the space EV will. even tend to li-ftthe stern somewhat., This lifting. force is augmented-- somewhat by the liiting force of the air propeller. The action of the air propeller by its normal thrust in a line parallel to and above the water level has a tendency to push the bow of the boat downwardly. Due to the resistance of the boat to the water the alternative action then occurs. The bow water contact point becomes a virtual fulcrum and the boat has a tendency to nose over, that is the rear end lifts up. The action of the water on the curve 26 at the bow of the boat and the action of the water in passing through the concave I2l neutralizes this nosing-over tendency. Due to the lateral restriction of water between the keels I3, the water passing within the concave portion I2 buoys up the whole body. The greater the forward speed, the greater the planing action and the higher the boat will rise. In effect, therefore', throughout the major portion of the length of the boat, the only submerged portions are the small keels I3. Thus there is a reduced friction with the water and there is a reduced frontal water resistance'. y

Spray is also directed outwardly from the keels |31 as indicated by the arrows F. This spray approximately bisects the angle G on each side, referring-t0 Fig. 3. The flaredv side portions II, which together with the keel's I3 and chines I4 produce the concavel eifect A, serve to conne the outward:l spray action F and to increase the stability off the boat. 'Ihe spray action at F is less violent thanl the spray action at C because the ang-le D is more acute, and the greater the sprayr action at C, the less the spray' action at F. Whilev the shape of the hull andv particularly the bottom and sides thereof isparticularly adapted for use in connection with an air propeller, in order to make' the use of such a propeller' practical on thisY type of boat, nevertheless the boat may be' driven by an under-water propeller, if desired. Such an under-water propeller would have to extend downwardlyr inl the water a' substantial distance tol be below the bubbles emerging from the concave I2 at the'stern of the boat and this would make the propeller too' deep forlarnding barge purposes. The presentinvention, including theA particular shape for theA bottom and. sides of the hull in combination with'the air propeller', produces a practical result, because the' boat has' speed, capacity, stability, and in addition a constructionwhich permits operation in shallow water' and ultimate beachin'g.

While in the drawing. the keel's I3, chines I4 and angled areas I I are parallel to each other for the full length of the boat, nevertheless the objectsof the present invention may be accomplished if these parts are parallel from the stern ofthe boat at least to the farthest' forward potential waterv line at' the` bow. Also the" center concave l'must extendforwardly at least to the farthest forward'potential water line at the bow. It is to be noted that the angles G are greater than the angles D and said angles D do not exceed with respect to the water line. Thus the spray C tends to be more horizontal than the spray ll" (Fig. 3) and air is more readily trapped within the concave and above the water line to cushion the shock, level the ride, and increase the buoyancy of the hull. If no center concave were provided, all of. the spray would be in' an outward direction, as in the usual type oi boat. This is undesirable. With the present :invention a major amount of the spray .is directed inwardly into the concave and this tends to desirably minimize the outward spray action indicated at Such Youtward spray action as does take place,

and this spray action may be substantial' in rough weather, is desirably utilized to keep the boat stable due to the particular arrangement at the sides as heretofore described.

Various changes and modifications may be made without departing from the spirit of the invention and all of such changes are contemplated as may come within the scope of the claims.

What I claim is:

1. In a boat, a hull having spaced apart keels which are substantially parallel and straight throughout their length from the stern of the boat at least to the farthest forward potential water line at the bow, the bottom of the hull from the stern of the boat at least to the farthest forward potential water line at the bow being substantially uniformly concave in cross-section between said keels with the longitudinal center line of the hull bisecting said concave, and said hull having longitudinally extending side portions which flare outwardly and upwardly from said keels at an angle which does not exceed 45 with respect to the water line.

2. In a boat, a hull having spaced apart keels which are substantially parallel and straight throughout their length from the stern of the boat at least to the farthest forward potential water line at the bow, the bottom of the hull from the stern of the boat at least to the farthest forward potential water line at the bow being substantially uniformly concave in cross-section between said keels with the longitudinal center line of the hull bisecting said concave, and said hull having longitudinally extending side portions whose longitudinal axes are substantially parallel to each other from the stern of the boat at least to the farthest forward potential water line at the bow and which iiare outwardly and upwardly from said keels at an angle which does not exceed 45 with respect to the water line.

3. In a boat, a hull having spaced apart keels which are substantially parallel and straight throughout their length from the stern of the boat at least to the farthest forward potential water line at the bow, the bottom of the hull from the stern of the boat at least to the farthest forward potential Water line at the bow being substantially uniformly concave in cross-section between said keels with the longitudinal center line of the hull bisecting said concave, and said hull having longitudinally extending side portions which flare outwardly and upwardly from said keels at an angle which does not exceed 45 With respect to the water line, said keels being substantially straight throughout the major portion of the length of said keels as they extend from the stern to a point near the bow when the hull is viewed in side elevation.

4. In a boat, a hull having spaced apart keels which are substantially parallel and straight throughout their length from the stern of the boat at least to the farthest forward potential water line at the bow, the bottom of the hull from the stern of the boat at least to the farthest for- Number ward potential water line at the bow being substantially uniformly concave in cross-section between said keels with the longitudinal center line of the hull bisecting said concave, and said hull having longitudinally extending side portions which flare outwardly and upwardly from said keels to provide areas which extend upwardly at an angle from the outside of each keel more sharply than the center concave extends upwardly from the inner side of each keel, the angle of said longitudinally extending side portions being no greater than 45 with respect to the water line.

5. In a boat, a hull having spaced apart keels which are substantially parallel and straight throughout their length from the stern of the boat at least to the farthest forward potential water line at the bow, the bottom of the hull from the stern of the boat at least to the farthest forward potential water line at the bow being substantially uniformly concave in cross-section between said keels with the longitudinal center line of the hull bisecting said concave, and said hull having longitudinally extending side portions whose longitudinal axes are substantially parallel to each other from the stern of the boat at east to the farthest forward potential water line at the bow and which are outwardly and upwardly from said keels at an angle which does not exceed 45 with respect to the water line, and means including an air propeller supported in the stern for causing movement of said boat and a partial lifting of the stern to maintain an air space above the water line and within said concave substantially throughout the length of the hull while the keels are in the Water.

JULIEN G. BAMIBERGER.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Name Date 987,059 Frampton Mar. 14, 1911 1,204,355 Hickman Nov. 7, 1916 1,413,383 Besson Apr. 18, 1922 1,620,349 Hickman Mar. 8, 1927 1,686,264 Brownback Oct. 2, 1928 1,728,609 Holler Sept. 17, 1929 1,749,017 Brownback Mar. 4, 1930 1,782,868 Deetjen Nov. 25, 1930 1,868,054 Easthope July 19, 1932 1,875,190y Collins Aug. 30, 1932 2,251,621 Van Hoorn Aug. 5, 1941 2,285,959 Dubay June 9, 1942 FOREIGN PATENTS Number Country Date 191,612 Great Britain Jan. 18, 1923 215,626 Great Britain May 15, 1924 458,433 Great Britain Dec. 21, 1936 

